WO2007040904A1 - Model-based controller for auto-ignition optimization in a diesel engine - Google Patents
Model-based controller for auto-ignition optimization in a diesel engine Download PDFInfo
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- WO2007040904A1 WO2007040904A1 PCT/US2006/034940 US2006034940W WO2007040904A1 WO 2007040904 A1 WO2007040904 A1 WO 2007040904A1 US 2006034940 W US2006034940 W US 2006034940W WO 2007040904 A1 WO2007040904 A1 WO 2007040904A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
- F02D43/04—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment using only digital means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
Definitions
- This invention relates to diesel engines that at times operate by alternative diesel combustion (ADC) processes, such as HCCI, CAI, DCCS, or HPCS, to cause auto-ignition of an air-fuel mixture as the mixture is being compressed in an engine cylinder.
- ADC alternative diesel combustion
- HCCI homogeneous charge compression ignition
- HCCI One of the attributes of HCCI is that relatively lean, or dilute, mixtures can be combusted, keeping the combustion temperatures relatively low. By avoiding the creation of relatively higher combustion temperatures, HCCI can yield significant reductions in the generation of NO x , an undesired constituent of engine exhaust gas.
- Another attribute of HCCI is that auto-ignition of a substantially homogeneous air-fuel charge generates more complete combustion and consequently relatively less soot in engine exhaust.
- HCCI is a subject of active investigation and development by many scientists and engineers in the engine research and design community.
- HCCI may be considered one of several alternative combustion processes for a compression ignition engine.
- Other processes that may be considered alternative combustion processes include Controlled Auto-Ignition (CAI) 5 Dilution Controlled Combustion Systems (DCCS), and Highly Premixed Combustion Systems (HPCS).
- CAI Controlled Auto-Ignition
- DCCS Dilution Controlled Combustion Systems
- HPCS Highly Premixed Combustion Systems
- a common attribute is that fuel is injected into a cylinder well before TDC to form an air-fuel charge that is increasingly compressed until auto-ignition occurs near or at top dead center (TDC).
- the engine may be fueled in the traditional conventional diesel manner where charge air is compressed to the point where it causes the immediate ignition of fuel upon fuel being injected into a cylinder, typically very near or at top dead center where compression is a maximum.
- processor-controlled fuel injection systems capable of controlling fuel injection with precision that allows fuel to be injected at different injection pressures, at different times, and for different durations during an engine cycle over the full range of engine operation
- a diesel engine becomes capable of operating by alternative combustion processes and/or traditional diesel combustion.
- variable valve actuation systems allows timing of engine valves to be processor-controlled in various ways, and with precision.
- the present invention takes advantage of the capabilities of such processor-controlled fuel and valve actuation systems to better control auto-ignition when a compression ignition engine is operating in an alternative diesel combustion mode.
- An associated processing system processes data indicative of parameters such as engine speed and engine load to develop control data for setting desired engine fueling for particular operating conditions.
- a control algorithm seeks to secure fuel injection system operation that will provide the desired fueling at each of various combinations of engine speed and engine load.
- a variable valve actuation system can also be controlled in different ways according to different engine speed-load conditions to provide effective compression ratio appropriate to each of multiple combinations of those conditions.
- a control algorithm seeks to secure a desired effective compression ratio that in conjunction with fueling determined by the fuel control algorithm will cause auto-ignition of an in-cylinder mixture to occur at a desired time in the engine cycle that creates desired torque at the particular engine speed. Even with good control of both fueling and cylinder valve timing, disturbances that create cylinder-to-cylinder variations and/or cycle-to-cycle variations in auto-ignition and resulting torque may be present in an engine. Too early auto- ignition can cause certain undesired effects like potentially damaging engine knock. Too late auto-ignition can result in power loss.
- processor-controlled variable valve actuation systems can operate engine valves in ways for managing airflow into the cylinders to achieve a desired quantity of charge air in the mixture compressed in each cylinder.
- quantity of fuel in the mixture can be well controlled by processor-controlled fuel systems. As engine operating conditions change, fuel and air can be varied in ways appropriate for changing conditions.
- HCCI, DCCS, HPCS, and other alternative internal combustion processes have disclosed, both theoretically and experimentally, the possibility of significant reductions in engine-out emission level, including NOx and soot.
- One of the factors that can be used effectively for accomplishing these reductions is effective compression ratio. It is believed that an industry-accepted definition for effective compression ratio is the ratio of in-cylinder pressure at the end of a compression stroke to the in-cylinder pressure at the end of an effective intake stroke. Controlling the amount of charge air that is allowed to enter a cylinder will control the effective compression ratio.
- the present invention employs variable valve actuation and fuel control strategies for achieving air-fuel mixtures that will auto-ignite at the proper time in the engine cycle to provide the desired torque at the speed at which the engine is running.
- the invention seeks to control certain variables (control variables) so as to minimize variations in characteristics of auto-ignition (e.g., variations in time of auto-ignition from cycle-to-cycle in a particular cylinder or variations from cylinder-to-cylinder) that tend to occur when fuel is introduced into a cylinder relatively early in a compression upstroke and auto-ignition is delayed significantly so as to allow the fuel and charge air to better mix before auto- ignition actually occurs.
- control variables control variables
- Certain variables affect auto-ignition.
- One variable that affects auto-ignition is temperature of the air-fuel mixture that is being compressed. Proper control of that temperature can avoid premature auto-ignition that could cause severe knock and lead to engine damage.
- the present invention provides a control strategy that compensates control variables in a manner that attenuates the influence of multiple sources of noise (disturbance variables) that affect the auto-ignition process.
- the present invention embodies a model- based approach that guards against engine misfire caused by typical disturbances found in an engine. By containing misfire, the invention provides a robust auto-ignition process.
- Disturbances can arise in various ways such as from uneven cooling of various cylinders, variations in air-charge at each cylinder owing to non-identical airflow patterns through the intake system to the individual cylinders, uneven firing order, and unequal distribution of EGR gases.
- the inventive strategy provides control over each cylinder injector and a variable valve timing mechanism where the valve timing may be adjusted at each cylinder.
- the disclosed embodiment described here controls individual cylinder fueling and intake valve closing as manipulative variables, while accounting for the presence of disturbances like those mentioned as disturbance variables, to yield values for control of air and fuel management systems that will cause auto- ignition at the proper time in the engine cycle to produce desired torque.
- the invention not only can reduce engine-out emissions, but also can contribute to improvements in other aspects of engine performance in a motor vehicle. Moreover, the invention can be embodied in a cost-effective manner in production vehicles that already have electronic engine control systems and variable valve actuation systems because it is embodied in the control strategy.
- the present invention relates to an engine, system, and method for enhancing the use of alternative combustion processes in a diesel engine toward objectives that include further reducing the generation of undesired constituents in engine exhaust, especially soot and N0 ⁇ .
- the invention is embodied in air and fuel management strategies.
- the air management strategy uses variable valve actuation to control intake valve closing.
- the strategies are implemented by suitable programming in an associated processing system of an engine control system.
- One generic aspect of the present invention relates to a method of operating a compression ignition engine that has a processor-based engine control system controlling both a fueling system for fueling the engine and a variable valve actuation system that controls operation of intake valves that open and close an intake system to individual engine cylinders.
- the method comprises processing certain data to develop both fueling data for fueling an engine cylinder and intake valve operating data for operating an intake valve for the cylinder.
- the intake valve operating data is developed by execution of an algorithm in the control system that controls ECR of the cylinder for causing commencement of auto-ignition of fuel in the cylinder to occur during a compression stroke in advance of top dead center at an in- cylinder temperature within a defined temperature range.
- the cylinder is fueled according to the fueling data.
- variable valve actuation system is controlled according to the intake valve operating data to allow air to pass from the intake system through the intake valve into the cylinder in an amount that causes commencement of auto-ignition of fuel in the cylinder to occur during the compression stroke in advance of top dead center at an in-cylinder temperature within the defined temperature range.
- a further generic aspect relates to a compression ignition engine comprising cylinders within which combustion occurs to run the engine, a fueling system for fueling the cylinders, an intake system for introducing charge air into the cylinders, including a variable valve actuation system that controls operation of intake valves that open and close the intake system to individual engine cylinders, and a processor-based engine control system controlling both the fueling system and the variable valve actuation system.
- the processing portion of the control system processes certain data to develop fueling data for fueling the engine cylinders and intake valve operating data for operating the cylinder intake valves.
- the intake valve operating data is developed by execution of an algorithm in the control system that controls ECR of the cylinders for causing commencement of auto-ignition of fuel in the cylinders to occur during compression strokes in advance of top dead center at in-cylinder temperatures within a defined temperature range.
- a more specific aspect of both the method and engine is that the intake valves begin to open at or near the beginning of an intake stroke immediately preceding the compression stroke and close before the conclusion of the intake stroke. The closing occurs sufficiently before the conclusion of the intake stroke to allow expansion of in-cylinder air during the remainder of the intake stroke sufficient to create some decrease in in-cylinder temperature.
- Figure 1 is a schematic diagram of an engine and associated devices relevant to principles of the invention.
- Figure 2 is a general diagram showing certain input variables and certain output variables associated with operation of the engine of Figure 1 in accordance with the invention.
- Figure 3 is a schematic diagram illustrating a detailed implementation of the inventive principles in the engine of Figure 1.
- Figure 4 comprises two graph plots useful in understanding the inventive principles.
- Figure 5 comprises two equations related to the implementation of the inventive principles.
- Figure 6 comprises additional equations and graph plots involving the inventive principles.
- FIG. 1 shows portions of an exemplary internal combustion engine 10 that embodies principles of the present invention.
- Engine 10 comprises an intake system 12 through which charge air for combustion enters the engine and an exhaust system 14 through which exhaust gases resulting from combustion exit the engine.
- Engine 10 operates on the principle of compression ignition, and is turbocharged by a turbocharger 16 that has a turbine 16T in exhaust system 14 and a compressor 16C in intake system 12.
- a turbocharger 16 When used as the prime mover of a motor vehicle, such as a truck, engine 10 is coupled through a drivetrain 18 to driven wheels that propel the vehicle.
- Engine 10 comprises multiple cylinders 20 (either in an in-line configuration of a V-configuration) forming combustion chambers into which fuel is injected by fuel injectors 22 as elements of a fuel management system 23 to mix with charge air that has entered through intake system 12. Pistons that reciprocate within cylinders 20 are coupled to an engine crankshaft.
- An air-fuel mixture in each cylinder 20 combusts under pressure created by the corresponding piston as the engine cycle passes from its compression phase to its power phase, thereby driving the engine crankshaft, which in turn delivers torque through drivetrain 18 to the wheels that propel the vehicle. Gases resulting from combustion are exhausted through exhaust system 14.
- Engine 10 has intake valves 24 and exhaust valves 26 associated with cylinders 16.
- a variable valve actuation mechanism 28 is part of an air management system that opens and closes at least the intake valves and may also open and close the exhaust valves.
- Each cylinder has at least one intake valve and at least one exhaust valve.
- Engine 10 also comprises an engine control unit (ECU) 30 that comprises one or more processors that process various data to develop data for controlling various aspects of engine operation.
- ECU 30 acts via appropriate interfaces with both fuel system 23 and variable valve actuation system 28 to control the timing and amount of fuel injected by each fuel injector and at least the closing of the intake valves.
- a representative variable valve actuation system includes devices that allow the basic valve operating profile to be adjusted for each particular cylinder to compensate for cylinder-to-cylinder variations in certain variables, such as temperature, due to the particular location of a cylinder in an engine.
- Controlling both the quantity of fuel injected into a cylinder and the quantity of charge air allowed into the cylinder during an engine cycle for the cylinder controls the proportions of air and fuel in the resulting air-fuel mixture.
- the quantity of diesel fuel injected into a cylinder is fuel is determined by calculations performed by ECU 30 processing data relevant to such a determination, and resulting fuel injector operation that will cause the calculated quantity to be injected.
- the quantity of charge air allowed into a cylinder is determined by calculations performed by ECU 30 processing data relevant to such a determination, and resulting closing of the intake valve or valves of the cylinder at a proper time during the compression upstroke.
- engine 10 operates to recirculate a controlled quantity of exhaust gas through an EGR loop 32 in exhaust system 14.
- EGR loop 32 has an inlet for engine exhaust coming from engine exhaust manifold 38, an EGR cooler 34 for cooling the hot exhaust gases, and an EGR valve 36 that when open passes the cooled exhaust gases to an outlet opening to intake system 12.
- the extent to which exhaust gases can flow through loop 32 is set by how far valve 36 is allowed to open, and that is under the control of ECU 30, which processes data useful in determining the value of a parameter EGRP that sets the amount of valve opening.
- valve 36 open some quantity of exhaust gas is added to the air-fuel mixture in a cylinder by entraining with charge air passing from an intercooler 40 in intake system 12 to an engine intake manifold 42.
- a respective pressure transducer 44 is associated with each cylinder 20 to measure in-cylinder pressure and furnish a corresponding data signal to ECU 30.
- Figure 2 shows certain input variables and certain output variables associated with operation of engine 10 in accordance with principles of the invention.
- the input variables are grouped into disturbance variables and manipulated variables.
- the output variables are control variables.
- the manipulated variables are engine fueling ⁇ if and intake valve closing IVC.
- the disturbance variables are intake manifold temperature and exhaust gas recirculation.
- the control variables are engine torque TQI and timing of auto- ignition ⁇ during the engine cycle.
- ECU 30 comprises algorithms for basic fuel and air management strategies for controlling the respective fuel management and air management systems.
- Fuel is managed by control of the quantity injected into a cylinder, and that quantity is controlled by controlling parameters relevant to operation of fuel injectors 22, such as injection pressure and injector open time.
- Air is managed by the time in the engine cycle at which the intake valve or valves of a cylinder are operated closed.
- parameter ni f is a variable representing a target amount of fuel that should be injected into a cylinder during an engine cycle to form an air-fuel mixture
- parameter IVC is a variable representing the intake valve closing for that same cylinder.
- the manipulated variables change to cause the engine to operate in a way that delivers the proper torque for the load at the desired speed.
- Model 50 is associated with an auto-ignition predictive controller 52. They comprise algorithms that are repeatedly executed by processing performed by ECU 30 and that collectively form a virtual controller that controls engine fueling and intake valve closing.
- Model 50 processes a particular set of values for certain input data useful in predicting the onset of auto-ignition and resulting torque during an engine cycle according to a predictor algorithm model.
- the particular input data comprises engine speed N, desired torque TQDES, exhaust gas recirculation EGR, and intake manifold temperature IMT.
- the processing develops a data value for predicted onset of auto-ignition ⁇ AI and a data value for resulting engine torque
- a further result of the processing develops a data value for control of the fuel management system and a data value for control of the air management system that will produce the predicted onset of auto-ignition and resulting torque. These two data values are IVC and M f .
- the data values for torque TQ AI and for ⁇ AI are inputs to respective algebraic summing functions 54, 56 that respectively calculate the difference between TQ AI and actual torque TQ being produced and the difference between ⁇ A I and the actual time at which auto-ignition occurs ⁇ AI -
- the differences are in effect error signals that are used in closed loop control of the fuel and air management systems.
- a control variable detector 58 resolves engine torque and crank angle at which auto-ignition occurs to provide TQ and ⁇ .
- Each pressure transducer 44 measures pressure in the corresponding cylinder 20 and the processing of pressure data may comprise integrating the pressure over the combustion cycle to calculate torque and using the instantaneous pressure rise to indicate start of auto- ignition.
- a virtual instrument comprising an analytical model (simplified thermodynamic and chemistry models based on initial temperature and mixture conditions may give optimum estimates) with the aide of a knock sensor can provide the information.
- the various references to "Plant” mean data about how the engine (plant) is operating, data that is obtained either from sensors, or that in some way is inferred from other data.
- the obtained or inferred data is data that is important to control of auto-ignition, such as the intake manifold temperature IMT and the EGR amount. That latter may be obtained by a variety of methods, such as through O2 sampling in intake and exhaust, a hot-film anemometer, a Venturi-style meter, etc.).
- Reference numeral 60 designates sources that provide data representing measured intake manifold temperature and the EGR amount. Those two data items are inputs to respective summing functions 62, 64. Disturbances to the variables IMT and EGR are collectively designated by system disturbance 66 in Figure 3. Such disturbances are the result of cylinder- to-cylinder variations and/or cycle-to-cycle variations, as discussed earlier.
- Predictive controller 52 contains stores or maps defining the relationship between the target or desired values of torque and timing of auto-ignition to the manipulative variables, represented here as intake valve closing and fuel delivery. Additionally, the controller incorporates a correction algorithm based on a PID controller that is incorporated in the algorithm that implements closed loop duty-cycle control of both torque and auto-ignition timing.
- the algorithm introduces corrections to fueling and to valve timing to project changes in torque and auto-ignition timing as will be more fully explained with reference to Figures 4, 5, and 6.
- a change in torque ⁇ TQ is related to a change in valve timing ⁇ rvc and to a change in fueling ⁇ M f according to the mathematical relationship 90 in Figure 6. Because a change in valve timing influences torque significantly less than does a change in fueling, torque change ⁇ TQ may be considered roughly proportional to change in fueling ⁇ M f as portrayed by the graphical representation 94 in Figure 6.
- a change in auto-ignition timing ⁇ AT is related to a change in valve timing ⁇ ivc and to a change in fueling ⁇ M f according to the mathematical relationship 92 in Figure 6.
- the graphical representations 96, 98 in Figure 6 respectively show that a positive change in valve timing ⁇ ivc will cause a positive change in auto-ignition timing ⁇ AI but that a positive change in fueling ⁇ M f will cause a negative change in auto-ignition timing ⁇ AI .
- the PID control of air and fuel by controller 52 processes data values for torque error and auto-ignition timing error to develop respective corrections to the respective duty cycle control of fueling and intake valve timing.
- Figure 5 shows a mathematical relationship 80 that relates fueling correction to torque error and auto-ignition timing error.
- ⁇ Q, dty represents a positive error in torque (insufficient torque being produced)
- 8 ⁇ Ai, dt y represents a positive error in auto-ignition timing (auto-ignition occurred too early).
- ⁇ TQ and ⁇ ⁇ A i are correlation factors that respectively correlate the respective error values
- g TQ and g ⁇ A i are gain factors that provide for adjusting the relative contribution of each of the two terms when empirical testing of a particular engine model discloses that it is appropriate to favor the contribution of torque error over auto-ignition timing error, or vice versa, for a certain operating condition.
- a positive torque error means that more torque is needed and hence fueling needs to be increased. That is why the first term after the equal sign is positive.
- a positive error in timing of auto-ignition means that auto-ignition occurred to early, fueling should be decreased to make the correction, and that is why the second term after the equal sign is negative.
- Figure 5 also shows a mathematical relationship 82 that relates intake valve timing correction to torque error and auto-ignition timing error.
- ⁇ j Q and ⁇ e A i are correlation factors that respectively correlate the respective error values (measured in terms of duty cycle) to timing correction values.
- JI TQ and h ⁇ A i are gain factors that provide for adjusting the relative contribution of each of the two terms when empirical testing of a particular engine model discloses that it is appropriate to favor the contribution of torque error over auto-ignition timing error, or vice versa, for a certain operating condition.
- a positive torque error indicating more power is needed, calls for advancing timing of intake valve closing to make the correction, as reflected by the first term after the equal sign, which is positive.
- Negative torque error and negative auto-ignition timing error produce corrections in the opposite directions from corrections made as a consequence of positive torque error and positive auto-ignition error.
- a graph 70 in Figure 4 portrays the general effect of the controller strategy on auto-ignition timing.
- ⁇ ° AI represent timing of auto-ignition before the strategy acts, such as would be measured by detector 58
- ⁇ Ai des the desired timing, which is closer to engine top dead center (TDC), such as would be provided by model 50.
- the auto-ignition timing error is the difference, and in this instance positive.
- the strategy functions to adjust timing of intake valve closing and fueling in a way that seeks to null out the error, and while auto-ignition timing tends to converge toward the desired, or target, timing, the error may not be completely nulled out. The extent to which error remains will depend to some extent on the particular engine operating conditions.
- a graph 72 in Figure 4 portrays the general effect of the controller strategy on timing of intake valve closing.
- ⁇ ° represent timing of intake valve closing before the strategy acts, such as would be measured by in any suitably appropriate way.
- ⁇ represent the target time of intake valve closing, which earlier in the engine cycle.
- the timing error is the difference, and in this instance positive.
- the strategy functions to adjust timing of intake valve closing and fueling in a way that seeks to null out the error, and while timing of intake valve closing tends to converge toward the desired, or target, timing, the error may not be completely nulled out.
- the extent to which error remains will depend to some extent on the particular engine operating conditions. Collectively, timing of auto-ignition and of intake valve closing are controlled to deliver essentially an optimum solution for both, even when error remain.
- the resulting combustion temperatures are controlled in ways that avoid the higher temperatures that promote formation of NOx in tailpipe emissions.
- the present invention provides a control algorithm to make the process of auto-ignition more robust.
- Varying intake valve closing on a cylinder-by-cylinder basis varies effective compression ratio on a cylinder-by-cylinder basis. If a particular cylinder has been mapped during engine development (either by modeling or actual experiment) to establish how actual intake manifold temperature may depart from the global value for IMT used as an input to predictor 50 (such global value being obtained for example from a temperature sensor at a particular location), such departures are used to adjust, or compensate, the data value for global IMT in managing fueling and intake valve closing for the particular cylinder.
- the compensation amounts are added to the global values by the summing functions 62, 64, and the sums are used as inputs to controller 52.
- the global value is the input to controller 52.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP06803157.4A EP1943421B1 (en) | 2005-09-29 | 2006-09-07 | Model-based controller for auto-ignition optimization in a diesel engine |
CN2006800364637A CN101278116B (en) | 2005-09-29 | 2006-09-07 | Model-based controller for auto-ignition optimization in a diesel engine |
JP2008533385A JP5113757B2 (en) | 2005-09-29 | 2006-09-07 | Model-based controller for optimization of self-ignition in diesel engines |
BRPI0616778-0A BRPI0616778A2 (en) | 2005-09-29 | 2006-09-07 | model-based controller for auto-ignition optimization in a diesel engine |
CA2623381A CA2623381C (en) | 2005-09-29 | 2006-09-07 | Model-based controller for auto-ignition optimization in a diesel engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US11/238,379 | 2005-09-29 | ||
US11/238,379 US7184877B1 (en) | 2005-09-29 | 2005-09-29 | Model-based controller for auto-ignition optimization in a diesel engine |
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WO2007040904A1 true WO2007040904A1 (en) | 2007-04-12 |
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PCT/US2006/034940 WO2007040904A1 (en) | 2005-09-29 | 2006-09-07 | Model-based controller for auto-ignition optimization in a diesel engine |
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US (1) | US7184877B1 (en) |
EP (1) | EP1943421B1 (en) |
JP (1) | JP5113757B2 (en) |
KR (1) | KR20080063778A (en) |
CN (1) | CN101278116B (en) |
BR (1) | BRPI0616778A2 (en) |
CA (1) | CA2623381C (en) |
WO (1) | WO2007040904A1 (en) |
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US8266890B2 (en) | 2009-06-10 | 2012-09-18 | International Engine Intellectual Property Company, Llc | Preventing soot underestimation in diesel particulate filters by determining the restriction sensitivity of soot |
CN110741148A (en) * | 2017-06-20 | 2020-01-31 | Mtu 腓特烈港有限责任公司 | Method for model-based open-loop and closed-loop control of an internal combustion engine |
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- 2006-09-07 CA CA2623381A patent/CA2623381C/en not_active Expired - Fee Related
- 2006-09-07 JP JP2008533385A patent/JP5113757B2/en not_active Expired - Fee Related
- 2006-09-07 WO PCT/US2006/034940 patent/WO2007040904A1/en active Application Filing
- 2006-09-07 EP EP06803157.4A patent/EP1943421B1/en active Active
- 2006-09-07 KR KR1020087009699A patent/KR20080063778A/en active IP Right Grant
- 2006-09-07 BR BRPI0616778-0A patent/BRPI0616778A2/en not_active Application Discontinuation
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Also Published As
Publication number | Publication date |
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EP1943421A1 (en) | 2008-07-16 |
CA2623381A1 (en) | 2007-04-12 |
JP2009510326A (en) | 2009-03-12 |
EP1943421B1 (en) | 2020-03-11 |
CA2623381C (en) | 2012-01-24 |
JP5113757B2 (en) | 2013-01-09 |
KR20080063778A (en) | 2008-07-07 |
US7184877B1 (en) | 2007-02-27 |
BRPI0616778A2 (en) | 2011-06-28 |
CN101278116A (en) | 2008-10-01 |
CN101278116B (en) | 2010-07-14 |
EP1943421A4 (en) | 2010-02-10 |
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